Internal-combustion engine.



J. E. GILSON. INTERNAL COMBUSTION ENGINE. APPLICATION FI-LED JAN. 24, 1911.

Patented Nov. 19, 19.12.

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@KWZM J. E. GILSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN. 24,-1911.

Y Patented Nov. 19, 1912.

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tlhllld ljll JOHN E. GILSON, OF PORT WASHINGTON, WISCONSIN, ASSIGNOR TO G-ILSGN MANUFAC- TURING COMPANY, OF PORT WASHINGTON, WISCONSIN.

INTERNAL-@OMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, JOHN E. GILSON, a citizen of the United States, and resident of Port l l ashington, in the county of Ozaukee and State of Wisconsin, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

My invention refers to governorcontrolled mechanism of the miss and hit type of internal combustion engines, the general object being to provide simple, effective,

durable and positive means for automatically controlling charges of explosive vapor to the engine cylinder in conjunction with means under time-control for regulating the ignition of such charges.

Specific objects oi my invention are to provide a governor-controlled disk adapted to be brought into the path of .travel of a spring-controlled reciprocative valve-rod; to provide a simple and inexpensive centr fugal governor in. connection with the engineshaft and fly-wheel; to provide a valve-rod having a slottherein whereby said valve is guided at one end upon the engine camarbor; to provide for the disposition of the spark timing and valve cams upon opposite faces of the valve-rod whereby the same serve to hold said valve-rod against lateral play; to provide a tappet-plate for engagement with the stop-disk, and means for adiusting said tappet'plate. I

With the above objects in view, my invention consists in what is hereinafter de scribed with reference to the accompanying drawings and subsequently claimed.

In the drawings Figure 1 represents a plan view partly in horizontal section of a fragment of an internal combustion engine embodying the features of my invention, imrts' of the engine being shown by dotted Fig. 2, a detailed sectional elevation 10 same as indicated by line 22 of Fig. i g. 3, a detail plan view of the governor wwhanism with the fly-wheel and crankii broken away, the said figure disclosl' e parts of the device to the lei't of the 3 Fig. 1, and Fig. 4, a side elevation aracters to the drawings, luent of an engine bed, 2 re end or the cylinder which is Specification of Letters Patent.

Patented Nov. 19, EH2.

Application filed January 24; 1911. Serial No. 604,369.

in dotted lines, and 3 the exhaustvalve. lhe exhaust valve 3 is actuated in opposi tion to spring pressure by a rocker arm 4. that is fulcruined to a bracket 5 carried by the cylinder, the same also serving as a slide bearing for a valve-rod 6, therear end of which rod is arranged to engage and actuate the rocker-arm 4 in opposition to a coiled spring 7 thatis connected to the bracket 5 and said valve-rod through an arm 8 carried thereby, which arm has a leaf-spring extension that engages the intake valve stem and serves to assist in holding said intakevalve closed when the valve-rod is positively moved in opposition to its springcontrol, whereby the exhaustvalve 3 is positively opened against spring pressure.

All of the above mentioned parts constitute no part of my present invention and are illustrated for the purpose. of more clearly defining the novel features embodying my present invention.

The opposite for front end of the valverod is provided with a head 9 having an elongated slot 9 through which slot one end of an arbor 10 projects, the same being iournaled in a bearing 10 of the engine bed. Thus this end. of the arbor serves as a support for the valve-rod due to itsslotted connection, whereby the head. end of said rod is guided. The valve-rod head is held against lateral play upon the arbor by being fitted between a valve-cam 11 and an ignition timing cam 12, both of which cams are secured to the arbor and arranged to abut the side faces of said valverod head. The valve cam 12 also serves as. a thrust collar in opposition to end play of the arbor in one direction with relation to its bearing, end-play in the reverse direction being restricted by the hub of a gcar-wheel 13 that is fast upon the arbor at, its inner end. This gear-wheel meshes with a pinion 14 that is secured. to the engine crank-shaft 15 and constitutes the usual drive mechanism "for the spark timing and valve cams, whereby motion of the same is controlled with relation to the crank-shaft, said crank-shaft being journaled in the engine bed as shown.

The valve-rod head carries an anti-friction roller 15 that engages the valve-cam 11, whereby positive thrust of said valve-rod in opposition to its spring-control is had incidental to opening the exhaust valve, the aforesaid valve-rod being also provided with an car 17 to which is secured one end of a flat contact springlS, the same being insu-l lated from the ear by suitable fiber washers and is arranged to have its free end engage.

to the valve-cam to determine closing of the electric spark circuit at the proper interval, which circuit is completed in the usual manner not shown.

The head 9 of the valve-rod. terminates with an apertured web 19 to which is fitted a hardened metallic tappetplate 20, being held thereto by a retaining bolt 21 that passes through the web aperture and a corresponding aperture in the tappet-plat'e. One edge of the tappet-plate is provided with a beveled face and its opposite edgeis arranged to abut the head of an adjustable set screw 21, which screw is in threaded engagement' with the adjacent end-face of the valve-rod head. By this construction the tappet-plate can be finely adjusted in or out upon the web by means of the screw, and

after such ad uStment the retaining bolt is tightened to firmly clamp said web and tappet together, the retaining bolt being secured hub 23 by suitable lock nuts. V r

, Loosely mounted upon the crank-shaft 15 is a beveled edge tappet-engaging member in the form of a disk, 23 having an extended that is annularly grooved, the beveled edge of the disk, under g'oyernorcontrol, being adapted tomove, across the path of travel of the tappet-plate that is carried by the valverod, whereby movement of the latter is automatically checked in opposition to its spring pressure and the exhaust valve held open untilsuc'h time as the speed of the engine is sloweddown, the ignition timing cam and contact spring being also held apart during this checked the sparking operation is cut out. 1

e governing crumed between cars 25 that extend from the hub and spokes of the fiy-wheel 28 which fly-wheel is fast uponthe crank-shaft, the bell-crank hub being mounted upon a stud 26 carried by said ears; One arm 29 of the bell-crank-extends inwardly to the crankpin having an.-

shaft and is provided'with a anti-friction roller 30 that engages-the disk hub-groove, the other arm 350 of the bellcrank being extended outwardly between the spokes and approximately parallel with the fly-wheel axis, the said arm terminating with an elongated weight 31 having apertured end ears. vAbut-ting the fly-wheel hub diametrically opposite the elongated weight is a stirrup 32 to eachend of which is secured a coiled spring 83, the opposite ends of the springs belng connected to tension-ad .ment with mechanism comprises a bell-cranklever liaving-a'hub 24 that is fulbolts 34 that are fitted within the iusting apertures and retained by sultable weight adjusting -nuts, whereby tension of the tained by the engine crank-shaft,-centrifugal movement of its governor will cause the stop disk to move into the path of travel of the tappet-plate and when the valve-cam recedes from rod roller 16, said valve-rod will be locked against its spring controlled movement due to engagementwith the beveled face of the,

disk and *beveled edge of the tappet-plate thus holding the exhaust valve open, whereby one or more free revolutions of the engine crank-shaft is permitted; The disk being loosely mounted and rotatable about the crank-shaft, will at all times present an engaging face to the tappet-plate, which engaging face is constantlyshifting, and consequently the lifeof' the parts is thereby materially increased, the construction and arrangement being simple, effective and capable of material reduction in the cost of manufacture.

I claim: 1. In an internal combustion engine having a crank-shaft, an exhaust valve, an

arbor in gear-connection with the crankshaft, a spark-timing cam and a valve-cam carried by the arbor; the combination of a spring-controlled valve rod having a slotted end engaged by the arbor between the cams, a roller carried by the valve-rod for engagement. with the, valve-cam, 'a contact spring carried by said valve-rod for engagethe spark-timing cam, and a governor-controlled disk mounted upon the crank-shaft adapted to oppose movement of the valve-rod in one direction.

2. In an internal combustion engine hav ing a crank-sl 1aft,a fly-wheel secured thereto, an exhaust valve, an arbor in gear-con ne'ct1on with the crank-shaft, a valve-cam and spark-timing cam spaced apart and carried by the arbor, a bell-crank governor fulcrumed to the fly-wheel, and a grooved hub mounted upon said crank-shaft with which groove one arm of the bell-crank governor. is engaged; the combinati nof a spring-controlled valve-rod having one end interposed between the arbor cams, a roller carried by the valve-rod for engagement with the valve-cam, a contact spring car .ried by saidvalve-rod for engagement with the spark-timing cam, an adjustable tappetplate carried by said rah-sand, and a disk carried by the governor-controlled 1 hub 7 so its engagement with the valve adapted to have movement in and out of the path of travel of the tappet',

i cative valve-rod for the same; the combination of a governor-controlled disk mounted upon the shaft, a tappet-plate carried by the valve-rod, a retaining boltfor the tappetplate, and an adjusting bolt in threaded engagement with said valve-rod, the head of which bolt is adapted to abut one edge of said tapp et-plate in opposition to force applied theretoby its engagement with the disk.

valve-rod for the same, and a tappet-plate rigidly secured to one end of the valve-rod;

' the combination of a governor-controlled member loosely mounted about the shaft, said member being provided with a tappet abutting face adapted to be moved across the path of travel of the valve-rod tappetplate whereby,.movement of said valve-rod in one direction is checked incidental to engagement of thetappet with the abutting face ofgisaid governor-controlled member when the latter is moved in the path-of travel of the valve-rod tappet.

5. In an internal combustion engine having a crankshaft, a fly-Wheel secured thereto, an exhaust valve, an arbor in gear-connection with the crank-shaft, a valve-cam and spark-timing cam spaced apart and carried by the arbor, a bell-crank governor fulcrumed to the fiy-wheel, and a grooved hub mounted upon said crank-shaft with which groove one arm of the.bell-crank governor is engaged; the combination of a valve-rod having one end interposed between the arbor the governor-controlled hub adapted to have movement in and out of the path of travel ofthe tappet.

6. In an internal combustion engine having a shaft, an exhaust valve, and a reciprocative valve-rod for the same; the combination of a governor-controlled tappet mounted upon the shaft, a tappet-plate carried by the valve-rod, a retaining bolt for the tappet-plate, and an adjusting bolt in threaded engagement with said valve-rod, the head of which bolt is adapted to abut one edge of said tappet-plate in opposition to force applied thereto by its engagement with the tappet. i

In testimony that I claim the foregoing I have hereunto set my hand at Port Washington in the county of Ozaukee and State of \Visconsin in the presence of two witnesses.

JOHN E. GILSON. 1 Witnesses:

T. A. BOERNER, H. W. BOLENS.

(topics of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

